F-Head 134 Carb & Exhaust Manifold

Hello all,

I am about to order a rebuilt Garrett T3 turbo for my 4 banger Hurricane engine and thought about just putting a flange on my factory manifold but I would really like to find the perfect match of carburetor and an exhaust header with the extra port for a turbo. Any and all input will be much appreciated. Please share your experience about these items for this motor.

Lee
53 M38A1

 

quick search turned up this discussion
http://earlycj5.com/forums/showthread.php?t=3973&highlight=Garret+T3+turbo

 

Thanks jp.

I've been doing a lot of searching and that thread had some helpful info but that thread was about 3yrs old and I would like to hear more.

Lee

 

Lee,

I got your email, but figured I would answer here. A turbocharged F-head would be a fun project. So you've got a turbo picked out, hopefully it's for the right sized motor ie a 2.2L Dodge from the mid-80s is probably your best choice since its about the same displacement as an F-head. Other applications might be smaller industrial engines, ie tractors, stationary power equipment etc. Turbos are typically selected based on power curve/torque requirements so you will want to take some care and try to find one that is similar to how you want to use your jeep. Components can often be swapped out to adjust the curves, but this will require disassembly.

Be sure to ask your rebuilder if the turbo was component balanced or group balanced. Back when I worked at Garrett, only Garrett remanufactured products where group balanced. Group balanced turbos are have each individually component spin balanced and then the assembled CHRA - Center Housing Rotating Assembly is balanced as a group on a special machine called a VSR. Balance in a turbo is important as transients rotations can exceed 100K rpm in some applications. Most independent rebuilders only component balance if at all. If its not group balanced make sure the warranty is good and that they will warrant the turbo regardless of your application.

As you said in your email, you'll need a custom exhaust manifold and you'll need to plumb an oil feed from your motor to your turbo and back to the motor. A proper feed is crucial - the oil both lubricates the spinning turbocharger and removes heat from the CHRA. Oil blockages/poor feeds are a primary failure point for a turbo.

As you said, you'll need a custom exhaust to place the turbine side into the exhaust and you'll also need a custom intake set-up. Either drawing through the carb through the compressor side of the turbo and then into the intake or through the compressor blowing into a box that encloses the carb which leads into the intake.

I would also consider beefing up the ignition with at least a high capacity coil. You might also need to open up the plug gap, but I'm not sure.

As I said in the earlier thread a V6 was the choice for me at the time. With what I've learned since then I probably would go with a chevy 350 next time since the parts are so available and reasonable.

Alternatively, if you just want some mild gains I'd to stay with a normally aspirated f-head and add a clifford/hedman header, a Weber carb and a pertronix trigger.

 

Thanks Joel,

Your information has been a great help but, I'm still having a little trouble with things like the header. I can't find anyone who makes or will make one for the 2.2 engine. I have called Hedman, Pertronix, and others that I can't remember at the moment and all to no luck.

I really want to try and make this work but, it looks like I'll be the first to make it happen....if I can get it all worked out.

The Garrett T3 is definitely the pick of choice for the turbo.

Lee

 

Jack Clifford Performance has a header for the 'F' head engine -

http://cliffordperformance.net/Merc..._Code=CP&Product_Code=57-0432&Category_Code=J

listed on the website at $339 plus shipping - U.S.

also has the Weber carb conversion kit - just not listed on the website .... (part # k553)

I am currently researching ways to add a little 'pep' to the F-head too............

 

Yes, I have found out about Clifford headers and actually called them. They are the only supplier of F-head headers known. They can coat them with black ceramic or have them polished for and extra $75, $100 respectively.

They also sell the Weber carb for a wopping $549 but, it does come with a real K&N filter. They claim both the header and carb will add 30% gains. That equates to ~72hp * 1.30 = a massive 93.6hp and I am going for it. I'm also going to add the pertronix module upgrade for the distributor to remove the points.

Lee

 

Don't forget about the MSD conversion as well - in addition to the pertronix, it really smooths things out - especially off-idle performance.

 

If you've never ordered anything from the clowns at Clifford be prepared for a long, frustrating wait and then wait longer.
Good luck

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